Mini Gliding
Course
Information Booklet
Darlton Gliding Club Ltd, The Airfield,
Tuxford Road, Darlton, Newark, Notts,
NG22 0TQ.
Launch Point Mob: 0777 2704178
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Introduction
On behalf of our members may I welcome you to Darlton Gliding Club; we hope you
will have a very enjoyable experience on your Mini Gliding Course. Please do not
hesitate to ask any member of the club for help and information if you require it, we
will be very happy to assist you.
Club Chairman
This booklet is intended to give you some background information on gliding and also
provides a record of your flying times and activities. Get your course instructor to fill
in the details on page 16 when you have finished flying.
Personal Requirements and Health
Generally, if you are fit enough to drive a car, you are fit enough to fly. Before you fly
solo your GP must sign a certificate to that effect. Instructors must meet a slightly
higher standard. Because of the size of the aircraft, a maximum allowable (clothed)
weight is imposed; if you are near to these limits you should discuss it with your
instructor. There is no age limit to gliding if you are physically fit, but you must be
over 16 years old to fly solo.
Name of Course Member: ……………………………..
Date of Course:
……………………………..
Instructors:
……………………………..
.…………………………….
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Health and Safety
On arriving at the club please follow the signs to the club house where you will be
received by a member of the club. Please keep a good lookout for gliders about to
land. They make little or no noise and often approach from unexpected directions.
PLEASE DO NOT DRIVE YOUR CAR ONTO THE RUNWAY SECTION OF THE
AIRFIELD, KEEP TO THE ROAD AND PARK IN THE CAR PARK NEXT TO
THE CLUB HOUSE.
Before flying you will be required to fill-in and sign a temporary membership form,
this gives you a one month membership of the Darlton Gliding Club, allowing you to
fly as a club member. Also it would be helpful if you know you weight in LBS, you
can always use the scales in the club house.
You are welcome to watch flying from the club room. GREEN AREA
Please do not venture onto the Runway or go into the hangar without prior permission
from a club member. ORANGE AREA
If you would like to fly and there are no club members are available to direct you,
then please walk to the edge of the runway and signal to attract attention from the
control bus who will give you further instructions.
Important:
On no account walk onto the runway without permission.
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Darlton Glider Site Layout
6
Active Runway
Danger from
Aircraft Taking off
and landing
Danger from falling cables
Danger from moving
cables
5
4
You are
here
2 7
1
3
8
Access Road – keep clear
Key
1 Main Entrance
2 Clubhouse
3 Hanger
4 Glider Trailer Park
5 Control Bus / Car
6 Winch
7 Toilet
8 MT Hangar
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Safety on the Airfield
Gliders are launched using the winch which is located at the end of the airfield; it
could be at the East or West end depending on the wind direction. The glider is
attached to the winch with stranded steel cables which run the full length of the
airfield. These cables could cause serious injuries if they fall on a person. You should
always be aware of the danger of the possibility of been hit by a cable. Always keep a
good look out when the cables are fall after been released by the glider at the top of
the launch or accidental cable break. Never pick a cable up when the winch is under
power.
Runway
Normal run 1100 metres
Cable runs
Winch
Launch Point
West
East
When on the airfield you should always keep a good look out for gliders landing.
They make very little noise and may be landing from an unexpected direction. The
normal direction would be into wind landing next to the launch point control bus. In
this area you should keep a particular good look out.
If you find your self on the landing area and a glider is on approach then clear the
field as fast as possible by moving to the edge.
Always keep clear and behind a glider that is about to launch, never walk in front of a
glider at the launch point.
√
X
Danger Area
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Thermal Soaring
The most common type of lift is the thermal which is a rising current of warm air that
has been heated by the sun. As the sun heats the ground, the air near the surface gets
hot. Once the air is warm enough, it will start to form a bubble and rise. As the air
rises, it starts to cool, until eventually it is at the same temperature as the surrounding
air and in some cases forms a cloud. Depending on the weather, the bubble may rise
as much as 7,000ft or higher. The bubble will have areas of lift on the inside (at the
core) and associated areas of sink on the outside. By circling in the core, you can use
the rising air without flying through the sinking air. Although thermals are weather
dependant, they can be experienced for the majority of the year, with the main season
being March-October. Thermals are generally very easy to find, and you can be taught
from an early stage how to use them, making you flights longer and more enjoyable
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Parts of a Glider
In gliding, flying and other sports certain terminologies are used to describe controls,
parts. In the diagram below the different external parts of a glider are illustrated. Some
of these parts are the control surfaces that allow you to control the flight of the glider
And will be explained in more detail later in this booklet.
Aileron
Starboard Wing
Elevator
Tailplane
Flaps
Airbrake
Cockpit
Fuselage
Rudder
Fin
Airbrake
Flaps
Aileron
Port Wing
The type of glider that you will be flying on this mini course is the K13 two seater
training glider shown below. This is an excellent training glider with a very good
safety record, ideal for initial training.
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Darlton Gliding
Scout Aeronautical Badge
Primary Effects
of Club
the–Controls
PRIMARY EFFECTS OF CONTROLS – ELEVATOR
Purpose – to control the aircraft in pitch and therefore airspeed
Control column
forward - moves elevator down - nose goes down
backward - moves elevator up - nose comes up
PITCH
Trim Lever
Is used to reduce any forwards or
backwards load felt on the control
column
Lateral Axis
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PRIMARY EFFECTS OF CONTROLS – AILERONS
Purpose – to control the aircraft in roll to establish angle
of bank
Control column
move left - left aileron up
right aileron down - rolls glider left
move right - right aileron up
left aileron down - rolls glider right
Longitudinal Axis
Longitudinal
Axis
ROLL
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PRIMARY EFFECTS OF CONTROLS – RUDDER
Purpose – to control the aircraft in yaw
Rudder pedals
press left pedal - rudder moves left - nose yaws to left
press right pedal - rudder moves right - nose yaws to right
YAW
Normal Axis
Instruments and Controls
Control Column
Variometers
Air Speed Indicator
Altimeter
Airbrake lever
Rudder Pedals
Cable Release
Knob
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Trim
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Cockpit Instruments
Variometer
Mechanical
Variometer
Electronic
Airspeed
Indicator
Altimeter
Compass
Rate of Climb
Average
Radio
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Instruments
Airspeed-indicator
PURPOSE – Indicate the airspeed of the
aircraft
Airspeed-indicators measure the difference
between total pressure and static pressure
by measuring the deflection of a
diaphragm.
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Altimeter
Purpose – to indicate the height of the
aircraft using the instruments previously
set datum
Altimeters measure static air pressure,
which decreases with altitude, by the
expansion and contraction of a sealed
capsule.
Sealed Capsule
Static
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Vane type variometer
Purpose – to indicate if the aircraft is climbing or
descending
Vane type variometer measure the change in air pressure
inherent to changes in altitude. The instrument consists of
a cylindrical chamber with a precision-fit vane rotating on
shockproof jewel bearings and centered by a coil spring.
The vane divides the chamber in two: one section is open
to static pressure, while the other is connected to an
expansion tank, in which a volume of air is insulated
against the thermal effects. Differences in pressure are
compensated by the narrow gap between vane and
chamber wall. There is a change in static pressure when
an aircraft climbs or descends, and a differential pressure
is established between the two sections of the chamber.
Capacity
Static
Air flow
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GROUND HANDLING
Ground Handling

Hold the into wind wingtip - steers the glider

Tow behind vehicle - one person beside the nose to prevent
over run.Towrope 1.1/2 wingspans and locate into belly hook

Push on leading edges of wing - close to cockpit

Lift only on “grab handles” on rear of fuselage

Park glider with “into wind” wing down. Secure with tyres

Don’t be afraid to ask !
O.K. to Push and Lift
in these areas
(Leading Edges)
Do not Push or
Lift
in these areas
(Trailing Edges)
Hold the into wind
Wingtip to steer the glider
Wind Direction
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Pre-Flight Checks
C.B.S.I.F.T,C.B.E.
Before every flight, the pre-flight checklist must be completed as follows:
Controls: Move each control individually, you must complete visual checks, i.e. have
someone tell you what position each control surface is in, and make sure it
corresponds to the control input from the cockpit. Then check all three controls
(rudder, ailerons and elevator) together, checking for full and free movements, with no
restrictions. The check is for controls have full and free movements and are
operating in the correct sense.
Ballast: Check to ensure that the aircraft is to be flown within the placard weight
limits. A glider should never be flown outside of these limits, i.e. to light or to heavy.
The cockpit weight can be increased by installing lead ballast weights to the securing
points in the cockpit. The check is for the Ballast is within limits.
Straps: Ensure that the straps of both pilots are on and secure. If the aircraft is flown
solo, ensure that the straps in the rear cockpit are secured and will not foul any of the
controls. The check is for straps on and secure.
Instruments: .Ensure that where appropriate, the instruments are set to zero. Check
that the instruments are reading correctly and there is no broken glass and that electric
power is switched on. Also ensure that the instrument panel is secure. The check is
for Instruments all reading correctly, with no broken glass, and set to zero where
appropriate.
Flaps: The flaps, if fitted, should be moved through their full 'range of movement and
set for the take-off. The check is for flaps full and free movement and set for takeoff. or, flaps not fitted to this aircraft.
Trim: The trim lever should be moved through its full range of movement, and. set
for the take-off. If the glider is fitted with a trim tab, then it should move in the
opposite direction to the elevator, i.e. trim lever forward, trim tab moves up. The
check if for trim full and free movement and set for take-off (your approach
speed).
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Canopy: The canopy(s) should be closed and locked, taking great care as the canopy
is fragile, easily scratched and very expensive to replace. To ensure that the canopy is
locked, you should do a physical check by applying an upward force on the frame.
The check is for Canopy down and locked and resists upward pressure.
Brakes: . The brakes should be moved through their full range of movement. Open
the brakes fully out, and then to half brake, checking on both wings for symmetry.
The brakes should then be closed and locked. Most airbrakes will lock with a clunk,
and some may take a great deal of pressure to lock. The check is for Brakes fully
out, symmetrical, brakes half, symmetrical, closed and locked.
Eventualities: The last check, before the cable is attached, is to pause for a moment
and consider your actions in the Event of a launch failure. Make a note of the wind
speed and direction. Then make a decision which way you turn should you not be able
to land straight ahead from a launch failure, you would normally turn down wind. The
most important thing is to state the minimum approach to obtain before carrying out
the landing procedure. The check is in the event of a launch failure. I will obtain a
minimum approach speed of 50 kt , 55kt, 60kt etc and land ahead if possible, but
if I can not land ahead. I will turn downwind which today is right/left.
LAUNCH SIGNALS
Pilot indicates he is ready by accepting the launch cable
After checking all around it is safe to launch the signaler indicates by hand waved
downwards and clearly says “ ALL CLEAR ABOVE AND BEHIND – TAKE UP
SLACK”
When launch cable is taut the signaler then indicates by hand waved overhead and
clearly says “ALL OUT”
Anyone – at any time - can stop a launch by clearly shouting “STOP”
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Course Flying Record
All flights are under the crew capacity of P2
Flight
Glider Glider
Date
No
Type
No
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Type Time
of
Launch H M
Place of
Launch
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Remarks
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Darlton Gliding Airfield and Surrounding Area
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The Winch Launch
The Six Phases of the Winch Launch
Top of Launch Release
45°
Full Climb
Transition
Ground Run Take-off
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Circuit Pattern
Wind S5pe
kn
25
kn
The Approach Funnel
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Approach in Different Wind
Conditions
Full air brake
2/3 air brake
No air brake
Reference point
300’ +
300’
Distance back
in strong wind
Distance back
in no wind
Landing Area
Reference
Point
Standard circuit
Modifying the Circuit
Edging in if low
Edging out if high
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Pre-landing Checks
UFSTALL
U - Undercarriage Down and Locked
F – Flaps set for appropriate stage of Landing
S – Speed selected for Landing
T – Trim for selected speed
A – Airbrakes Located
L – Landing Area checked for obstructions
L – Look Out, keep a good look out in all directions
Aerodynamics and the Production of Lift on a Wing
Action Points of Aerodynamic Centre and Camber Generated Lift
Aerodynamic Centre
(AC)
Lift Coefficient
(LC)
Lift due to
Angle of Attack
(This can change
direction and
value)
25
%
Lift due to Camber of
the Wing only
50%
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Centring in a Thermal
Centring techniques vary to suit individual experience and glider type; the type of
thermal must also be taken into account. There is a technique that is particularly
quick and simple. This technique is based on the pilot's ability to interpret physical
sensations, i.e. changes in G load and any rolling sensations not induced by him self.
These sensations are caused by what are commonly referred to as surges. Flying into
an area of more rapidly rising air increases the G load that the pilot will feel through
his bottom; also there is generally a change in the noise of the airflow over the glider,
due to the increased airspeed, and a nose-down pitching of the glider may be noted
with strong lift.
A. Moderate angle of bank during first
turn to establish lift pattern.
B. Tighter turn
resulting
form
increasing the bank when passing
through the surge of the stronger
lift.
C. Angle of bank reduced to the
optimum for climbing. If not still in
centre repeat B and C.
C
B
A
Aids to Locating the Core
B
A
C
`
A.
B.
C.
D.
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Sensation
Lift
Tilt
Slight
Nil
Increasing
Nil
mod to left
Max to left
Max to left
Max to left
Sink
Reaction
Prepare to turn right
Slow down turn right
Maintain right turn
tighten right turn
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”Once you have tasted flight, you will walk the earth
with your eyes turned forever skyward, for there you
have been, and there you long to return”
Leonardo Da Vinci
www.darltonglidingclub.co.uk
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